Transmission



y 1936- R. M. NARDONE 2,042,356.

' IVRANSMISSIQN Filed June 17, 1952 7 Sheets-Sheet 1 l N VEN TOR. Romeo M/Var-aone BY WW 7. M

ATTORNEY y 6 R. M. NARDONE'Y 1 2,042,356

' TRANSMISSION Filed June 17, 1952 7 Sheets-Sheet 3 Ill/ mmww

a? as I N V EN TOR. .Romeo M-lVaz-aone R. M. NARDON E TRANSMISSION Filed June 17, 1932 7 Sheet-Sheei; 4

I ATTORNEY May 26, 1936."

Y 1936- R. M. NARDONE 2, 2,356

TRANSMISSION Filed June 17, 1932 7 Sheets-Sheet 5 INVENTOR.

. ml 0 //0 40/ Romeo MAM n:

l ATTORNEY.

May 26, 1936. R. M. NARDONE TRANSMI SS ION Filed Jun 17, 1932 Sheets-Sheet 6 INVENTOR.

m. M m .w MA .7

May 26, 1936. r R. M. NARDONE TRANSMISS ION 7 Sheets-Sheet 7 Filed June 17, 1932 I N V EN TOR. Puma M Nam/awe Arm 1. M

A TTORNEYI Patented May 26, 1936 UNITED STATES 2,042,356 TRANSMISSION Romeo M. Nardone, East Orange, N. J., assignor,

by mesne assignments, to Eclipse Aviation Corporation, East Orange, N. J., a corporation of New Jersey Application June 17, 1932, Serial No. 617,887

38 Claims.

This invention relates to transmission mechanisms, and more particularly to automatic variable speed transmission mechanisms.

The invention herein is illustrated as embodied in an automobile transmission such as is ordinarily used for transmitting the power from the engine to the rear wheels through variable gear ratios adapted to multiply the engine torque delivered.

Various types of automatic transmissions have been designed heretofore, and it is usual to provide a transmission in which the high speed drive is obtained by directly connecting the driving and driven shafts by a clutch which is engaged and disengaged in accordance with torque reaction. The lower speed gear usually comprises a gear train incuding an overrunning clutch which connects the driving and driven shafts around the clutch whereby, when the. clutch is.

disengaged, the overrunning clutch enables the lower speed gears to pick up the drive. Transmissions of this nature are satisfactory to a certain extent, but if a second geardrive is incorporated, diiiiculties are encountered because of the inclusion of an overrunning clutch in each of the gear trains. It frequently happens that one or the other of the overrunning clutches is not properly disengaged, and one of the objects of the present invention is to provide a transmission with at least three speeds in which means are provided for positively disengaging the overrunning clutch that is incorporated in the intermediate gear train.

Another object of the invention is to provide a variable speed transmission mechanism in which at least three different gear drives may be selectively engaged in accordance with the' F by a device that is responsive to the loadimposed on the low speed drive.

Another object of the invention is to provide an automatic transmission mechanism with a plurality of difierent speed ratios or gear changes friction clutch for the high gear in which the clutch action is controlled by the load on either of two gear trains adapted to connect the driving and driven shaft at reduced driving-ratios.

Another object of the invention is to provide a multiple speed transmission mechanism for an 5 engine driven vehicle in which the tendency to gear change is modified by the positionof an engine control device which, in the illustrated embodiment, constitutes the throttle control of the engine.

Another object of the invention is to provide 7 a variable speed transmission with a device for automatically changing the gear ratios in the forward speeds and a manually controlled vacuum actuated mechanism for selectively engaging a reverse drive, a positive'forward drive. or an automatic multiple speed forward drive.

Another object of the invention is to provide a variable speed transmission mechanism with a centralized fluid control for forward automatic drive, positive forward drive, and reverse drive in which a single control member will cause any of the drives to be engaged or'will move any of them to a neutral position.

Another object of the invention is to provide an automatic variable speed transmission with a positive non-automatic drive that may be easily engaged regardless of the variation in speed between the driving and driven shafts.

Other objects and features of the invention will be apparent from the following description, in connection with which certain illustrative embodiments have been shown in the accompanying drawings, in which:

Fig. 1 is a longitudinal sectional elevation of the improved transmission illustrating the parts in the direct drive or high gear position;

Fig. 2 is a. sectional view taken on line 2--.2 of Fig. 1 illustrating the arrangement of the concentric sleeves which control the action of the high speed clutch and the disengagement of the intermediate gear overrunning clutch;

Fig. 3 is anelevational view of the shifting nut which is used to disengage the intermediate speed overrunning clutch;

Fig. 4 is .a sectional view of the nut illustrated in Fig. 3;

Fig. 5 is a sectional view taken on the line 5-5 of Fig. '1 illustrating the intermediate or second speed gear and its overrunning clutch;

Fig. 6 isa view partly in section of the inter- -mediate speed overrunning clutch illustrating the relation of the cage used to positively disengage the rollers;

Fig. 7 is a sectional view taken on line 1-1 of Fig. 1 illustrating the low speed gear and overrunning clutch assembly;

Fig. 8 is a view of the second speed gear hub illustrating the openings through which the pins actuated by the low speed gear may project in order to actuate the shifting nut;

Fig. 9 is a sectional view of the hub shown in Fig.

Fig. 10 is an enlarged View of a portion of the transmission illustrated in Fig. 1 but showing the position of the parts when the transmission is at rest;

Fig. 11 is a view similar to Fig. 10 illustrating the position of the parts when the transmission is operating in first or low speed gear; 7

Fig. 12 is a view similar to Figs. 10 and 11 iilustrating the position of the parts when the transmission is operating in second or intermediate gear;

Fig. 13 is an enlarged view of a portion of the shifting nut and cage for actuating the intermediate gear overrunning clutch illustrating the members locked in position for preventing axial to that obtained just prior to a gear change from the low to the intermediate gear position;

Fig. 14 is a view similar to Fig. 13 illustrating the position of the nut and cage after the change to intermediate gear has been accomplished;

Fig. 15 is a top plan view of the vacuum controlmechanism by which the reverse, positive, low speed gear and neutral positions are obtained; v I

Fig. 16 is an .end view of the vacuum control cylinders and connections illustrated in Fig. 15; Fig. 17 is a sectional view taken on the line l'l-ll of Fig. 16;

Fig. 18 is a sectional view taken along the line |8-|8 of'Flg. 16; I

Fig; 19 is a somewhat diagrammatic view taken along the line |9-|8 of Fig. 15 illustrating thelever mechanism for engaging the gears;

Fig. 20 is a sectional view taken on line 20-20 of Fig. 1; I 1

. Fig. 21 is a sectional view taken along the line 2|2| of Fig. 1 illustrating a portion of the shiftable gear member used to selectively engage rangement of the suction controlled parts for modifying the clutch action in accordance with throttle position; and,

Fig. is a side elevational view illustrating the connection of the high speed clutch control of Fig. 23 with the acceleratorpedal of an internal combustion engine.

. Referring to the drawings, and particularly to Fig. 1, motion of the engine or driving shaft III is transmitted to the driven shaft by a pluwith propeller shaft It by a slidable coupling ralit'y' ofvariable speed drives, including the high speed clutcli' l2, the second or. intermediate gear,

device i3, and the first or low speed gear device I 4, the driven shaft being normally connected member .having a splined connection at |8 with the propeller shaft and having teeth I! meshing with similar teeth formed on driving member 22 secured to the driven shaft N.

High speed gear clutch l2 comprises a series of driving and driven plates 23 and 24 respectively, plates 24 being slidably keyed to the clutch housing 26 and plates 23 being slidably keyed to driving shaft I0. The engagement of the plates 23 and 24 is accomplished by centrifu gal weights 21 and 28, it being understood that weights 2'! and 28 are arranged at equal angular distances about the clutch housing, the weights 2'! alternating with weights 28 and springs 23 being provided on weights 28 for urging them outwardly to engage the plates 23 and 24 with a slight frictional contact. The remaining weights 21 are preferably not provided with springs and while the transmission is at rest will occupy an inner position, as shown in Fig. 10, whereatthe cushion member 3| isin contact with cage 32.

Weights 21 and 28 preferably act through a re-' the right, as viewed in Fig. 1, by springs, 34-

:hich may be compressed until pressure plate 33 engages plate 38, whereafter further outward movement of weights 2! and 28 is arrested by their contact with washer 40 which is secured to sleeve 6| having a splined connection with shaft The movement of sleeve 6| toward the right as viewed in Fig. 1 is limited by contact of member 40. with the threaded end 51 of hub 4| which is restrained from movement by thrust liners 60 surrounding sleeve 62, and located in annular recesses formed in hubs 4| and 53, the latter hub being in abutting relationewith member 22 which is held in position on shaft II by shoulder 42 and hearing.

The second sp'eed device l3 includes. a gear 39 and a hub 4| between which is arranged a series of rollers adapted to be wedged between gear 39 and hub 4| when gear 39 is acting as a driving member, butto permit hub 4| to over-run the gear if the speed of the hub is greater than that of the gear. Rollers 30 are normally urged to their driving position by springs 43 arranged on the opposite sides of guide pin 44, both springs and pin being, mounted in cage 32 which is adapted to .positively move rollers 30 in a counter clockwise direction, as viewed in Fig. 5, to position the rollers in grooves 46 out of contact with the gear 39 and inoperative to drivably connect the gear with the hub. Cage 32 is held against lateral movement by lock ring 48 and a slotted cylindrical member 50 abutting the housing 26; the cage is provided with internal threads 52 that engage similar threads on a shifting nut 53 n'ormallyurged toward the left by spring 54. Nut 53 is also provided with internal threads 56 which coact with external threads 62 having a threaded connection with the hub 63- of the first or low speed device I4.

Gear 51 of the first speed device, which is.

meshed with gear 10, is connected to hub 63 by an overruning clutch, as illustra ed in Fig. 7, which clutch comprises rollers held in assembled relation by spacers 65 normally urged in a clockwise direction, as viewedin Fig-"7, by shoes. l2 and springs I3 arranged on oppositesides' of a guide pin 14 that is slidablein a support member 15 secured to hub 63. The overrunning clutch in the first speed gear is similar in action to other well known devices of this nature and enables the first speed gear 61 to take the load under certain conditions and to permit hub 63 to overrun the gear whenthe speed of the driven shaft is greater than that of the gear.

The action of the aforedescribed mechanism is as follows:

Assuming that engine shaft I is turning, and weights 2'! and 28 have been moved outwardly a sumcient distance to engage clutch plates 23 and 24, motion will be transmitted by the clutch, direct to shaft II and to propeller shaft It by means of coupler H which is in the forward automatic speed position, as illustrated in Fig.1.

If the load on propeller shaft l6 and driven shaft H should increase beyond a predetermined amount, the high speed clutch will slip slightly and by reason of threads 58 and 59 sleeve 61 will be forced toward the left, as viewed in Fig. 1, to the position shown in Fig. 12, whereby weights 2! and 28 will be forced to their inner position todisengage the clutch and allow the second speed gear I 3 to assume the drive, which is then transmitted from shaft l0 through gears l6, l1, and 18 to the gear 39 which is secured v to driven shaft H through the coacting threaded portions 58 and 59 to sleeve 6| which is splined to the driven shaft I I. second speed device I 3 is free to drive the propeller shaft H5 at a greater speed than the first or low speed device l4 because of the overrunning clutch incorporated in the latter device.

Nut 53 was forced to the right by the weights during the high speed drive and retains this position during the second gear operation because the roller clutch is in a driving position and spring 54 is not of suihcient strength to force nut 53 to ward the left and rotate the cage 32 to disengage the rollers when the second speed gear clutch is under load.

If the load on propeller shaft l5 and driven shaft II should be still further increased, and it is desired to engage first speed, the load is taken oif the second speed gears by momentarily closing the throttle. The overrunning clutch rollers are-then released by the action of spring 54 which overcomes the centrifugal force of the' weights 21 and rotates the cage 32. Rotation of the cage is produced by coaction of the threaded portion 52 with the external threads of nut 53 and as the cage is restrained from endwise movement by rings 49, it will be rotated by the axial movement of nut 53 toward the left by spring 54. Upon reopening the throttle, member 62 will be moved toward the left by the coaction of threads BI and 82 to the position illustrated in Fig. 11.

The overrunning clutch of second speed device l3 will be positively moved to an inoperative position by the action of pins 84 that are secured to member 62 and project through slots 35 in second gear hub 4|, whereby pins 84 may contact with nut 53 and urge it toward the left. Nut 53 is provided with external threads 52 coacting with similar threads formed in cage 32,'and it will therefore be seen that axial movement of nut 53 will rotate cage 32 in a clockwise direction; as viewed in Fig. 5, and positively move rollers 30 toward the slots 46 wherein they will be inoperative. The positive disengagement of the intermediate speed overrunning clutch by the action of the first speed device is considered to be very important, as with transmissions heretofore devised the two oiverrunning clutches incorporated in the gear trains may be engaged at the same Under these conditions,

time and cause serious damage to the transmission.

If the load on the driven shaft should decrease, the action is in the reverse direction and the second speed device I3 will pick up the load at some predetermined point, and if the load is still further decreased, the centrifugal action of weights 2! and 28 will overcome the axial force of member GI and enable the high speed clutch to again directly, engage the shafts in\a direct connection.

The operation in changing from low speed to 1 intermediate is as follows: Referring to Fig. 11 in which the parts are shown in the low speed position, a decrease in load will decrease the thrust of nuts 6i and 62 and they will be moved toward the right by weights 28 which are free to move in slots formed in nut 53. Weights 21 attempt to move nut 53 toward the right from the position shown in Fig. 11, but movement is temporarily prevented, until the driven shaft overruns the driving gear, by a stop device hereinafter more fully described. As soon as the driving gear overruns the driven shaft, weights'Zl move nut 53 to the position shown in. Fig. 12,-

' intermediate gear with the low speed gear overrunning and remains so until the load is further decreased. In the second gear position, nut 53 is urged toward theleft by spring 54, but it is unable to move 'the rollers 30 as they are under load and cannot be dislodged by the spring until the load on the driven shaft is removed. When thetransmission is at rest, as shown in Fig. 10, the load on the second speed overrunning clutch has been removed and nut 53 is moved toward the left by spring 54 to the position shown, and the second speed gear is positively disengaged each time the transmission is stopped and it will be observed that if the driving shaft be rotated at slow speed in starting, the clutch l2 will be held in engagement by only the slight pressure of spring pressed weights 2B, andtherefore for all loads greater than a predetermined minimum the vehicle on which the transmission is used will start in low gear. Change from second to high gear occurs when the load on the driven shaft isreduced to the point where the centrifugal force of weights 2! and 28 is suflicient to overcome the thrust of nut 6|, at which time they will move outwardly to the position shown in Fig. 1 and engage the disk clutch l2. In the high speed gear both low and intermediate gears will overrun by reason of the clutches shown in Figs. 5 and 7.

In the changing of the gear speeds from low to intermediate gear, it sometimes happens that the intermediate gear engages too abruptly and as'at that time the driving shaft is turning at a high rate of speed, the engagement of the drive produces an objectionable jerk in the motion of the vehicle. In the present invention means have been devised for preventing the engagement of the second speed gear until the speed of the driving shaft has reached substantially that speed which would be imparted by the second speed device. In order to prevent the engagement of the second speed device, the nuts 53 is provided with helical teeth 86 which are reduced in thickness for a portion of' their length, as shown in Fig. 3, the junction between the reduced portion of the teeth and the normal tooth forming a shoulder 81 which engages the mating teeth 52 of the cage 32 and prevents nut 53 from moving toward the right to rotate cage 32 to theoperative position. The relative position of the cage and nut at the time the low speed gear goes out of action is illustrated in Fig. 13, and this position is maintained until the driving shaft is slowed down by closing the .engine throttle, whereupon the nut and cage will rotate relative to each other, the

shoulder 81 will clear the tooth 52, and the nut will move. toward the right to the position illustrated in Fig. 14, the movement of the nut 53- being accomplished by the contact of the weights 21 with the sleeve extension 9I. It will be noted that the movement of weights 28 is ineffective to move member 53, due to the slots 90 formed in extension 9I,- through which the noses of weights 28 are free to operate at all times.

-In the use of the above described transmission, and upon descending a hill, power may be transmitted direct from the propeller shaft I6 to the driveshaft III by means of the direct drive clutch. In the ordinary non-automatic type of transmission, the engine may be used as a brake in-descending steep grades, but in the present transmission the overrunning clutches will prevent the use of the engine as a .brake' while in either of the lower speed gears, and means, therefore, have been devisedffor connecting propeller shaft I6 to the driving shaft III by a positive gear driving means whereby the engine may be used as a brake in a lower speed drive. If it should be desired to engage the positive low speed drive, shifting 1 member I1 is moved toward the right, asviewed in Fig. I, to the position wherein teeth 92 arein engagement with teeth 93 formed on the gear 94 that is rotatably mounted on propeller shaft I8 by bearings 96, in which position the propeller shaft is directly connected to the driving shaft. III by gears 94, 91, 11, and 16. It will be understood that movement of coupling member I1 to.-

- yoke I94.

ward the right will move teeth I9 out of mesh with the member 22 and disconnect propeller shaft I9 from the driven shaft I I.

- As gear-94 is rotatably mounted upon propeller shaft I6 and adapted'to be driven relative thereto at a diiferent speed, it will be seen that under certain conditions it will be difficult to mesh teeth 92 with teeth-93. As it is essential that the. positive gear be readily engagedat any speed, a synchronizing device has been provided which includes a wedge member IIlI having "a friction surface I02 adapted to coact with a similar surface on gear 94; the member IIII being the member I1 is accomplished by axial movement. of shifter rod I93 to which is attached The initial movement'of shifter rod iIIi3 toward the right causes the cam surface I96 of the-rod to coaot with roller I91 and rock the yoke member I 98,.plvoted to the ,transmis-.

.sion case at III, toward the member IIII and 'urgeit into frictional contact with the gear 94, shoes I 99 being pivotally mounted on yoke I99 by pins III! and having recesses therein em gagement withrim 1 I2 of the friction member- IIIL Friction member IIII is provided with cut-' .out portions H4 and some of the gear teeth 92 have been removed from the shifter member I1 in a similar form, as shown at H9; whereby,

I when member I1 has been synchronized with gear 94, the teeth 92 will pass through the openings I I4'and'the cut-out portions IIG will enable the member I1 to clear the inwardly projecting portions II9 of the friction member, .it being understood that both members I1 and I III are splined to shaft I6 and that the projections of 5 one are in alignment with the cut-out portions of the other. Reverse motion of the vehicle is obtained by shifting reverse gear I2I toward the'right, as viewed in Fig. 1, wherein it will mesh with reverse idler I22, diagrammatically shown in Fig. 19, and which reverse idler is in constant mesh with teeth I24 formed on the coupler member I1.

It will be noted that the operation of the high speed clutch as described, is partially responsive to the speed of the driven shaft, and it is desirable under some conditions to vary the capacity of the clutch in accordance with the throttle opening whereby under closedthrottle con ditions the torque capacity of ,the clutch. is increased and the transmission tends to remain in high gear at the closed throttle position. This is very desirable in city driving, for it is obvious' that the vehicle operator prefers to remain in high gear if at all possible. There is 25 no necessity for making a gear change at closed throttle positions, for if more torque is required this may be obtained by opening of the throttle.

In Fig. 23 a means has been shown for modifying the action of weights- 21 and 28 in 9.0- 90 cordance with the throttle position, which comprises a sleeve I3I having a conical inner surface I32 which contacts with the weights and restricts-their outward movement. Sleeve I3I is moved by a yoke member I33 secured to a rod 95 I34 adapted to be shifted axially of the clutch by a lever I39 secured to piston rod I31. Lever I33 is normally maintained by spring I33 in a position to remove sleeve I3I from contact withthe centrifugal weights but to move the same 40 toward the right, as viewed in Fig. 24, when the engine throttle I39 is moved to the open position by the accelerator pedal I'4'I. The initial movement of the accelerator .pedal does not afiect the operation of sleeve I3I' until the pin I42 of 45 the throttle rod I43 advances tothe end of the slot I44 formed in a vacuum valve generally designated as I43. when pin I42 reaches the out- .ward end of slot I44, further movement of the it is preferred to include a vacuum pump IBI in accelerator pedal pulls upon therod I41, to which is attached a flexible diaphragm member I43 and pulls the same upwardly away from its annular seat I49, whereupon the vacuum in mani-' fold IiI is transferred through pipes I52 and I53 to the annular passage 'lfl, from which it' 55 passes over the edge of annular seat I49 and is v communicated to the cylinder I59 by the vacuum pipe I31. "As the vacuum within manifold ISI is sometimes too low-to actuate piston I39,

60 the line which augments the vacuum within the manifold and insures an operation of piston I59 regardless of the manifold depression. Vacuum -the left, asviewed in Fig. 24, and shifts sleeve I3I pump IBI may be of any desired construction,

and inthe design illustrated-is preferably of the 05 I92 secured to shaft I93 operated from any d'esired source. such as the engine (not shown). Evacuation of cylinder I59 pulls piston I59 toward toward the right, as viewed in Fig. 23, whereby weights 21 and 29 are forced inwardly-by the conical surface I32'and the pressure on the clutch plates is reduced sufficiently to enable a gear change to be made which ordinarily would occur move to the central position wherein port I89 is at a much higher torque load. The left side of piston I59 is vented to atmosphere by a passage 259 and openings 260 and 26I which provide a tortuous pathway for the elimination of dust and dirt from cylinder I56. The piston is returned to the position shown, by spring I38 when atmospheric pressure is introduced to cylinder I56 by valve I46. It is preferred to make cylinder I56 adjustable by means of a threaded shaft I69 which is preferably pivoted at "I to an arm I64 that is secured to the transmission case I66 by screw I61. Pivotal movement of cylinder I56 is desirable in order to prevent binding of shaft I31 in the packing gland I12, and pipe I51 is preferably made flexible in order to take care of relative movement between the cylinder I56 and the vacuum valve I46.

-As in automatic transmissions the majority of speed changes are made without manual operation, it is desirable to remove all levers from the operators compartment. Therefore, in the present invention means have been included to 1 shift from the automatic position to the positive low speed gear and also into the reverse position by vacuum control means. The gear charges are preferably selectively actuated by a central control that may be situated in some out of the way position such as the vehicle dash '(not shown).

A desirable means of shifting the gears is illustrated in Figs. 15, 16, 17, and 18 in which shaft I I33 is secured to .a lever IIBI, one end of which rides within slot I82 and the other end of which is pivotally connected at I83 to rod I having a piston I 86 secured thereto which operates'in the vacuum cylinder I31. Vacuum cylinder I61 is provided with three ports I88, I89, and I9I, all of which may be selectively connected to vacuum chamber I92 at all times in communication with the manifold I53 through pipe I53, as diagrammatically shown in Fig. 25.

In the position shown in Fig. 15, the transmission is in neutral, but if it should be desired to engage the transmission in the automatic forward speed, Bowden wire I64 is moved toward the left, as viewed in Fig. 15, whereby hollow rod I96 is also moved toward the left until collar I91 engages the end of sleeve I98 whereupon the sleeve is moved toward the left until annular groove I99 aligns with port 213i and port I88, whereupon the vacuum is transmitted from port 26I through annular groove I99 and port I88 to the right side of piston I86 and moves lever IBI in a clockwise direction to the position illustrated in broken lines, which corresponds to the automatic forward drive position shown in Fig. 1. In the automatic forward speed position,'atmospheric pressure is applied to the left side of the piston through opening 265, ports 2H? and 2M, slot 2 I3, and port I91.

If it should be desired to engage the positive forward drive, sleeve I93 is moved toward the right by a similar movement of rod I96 and collar 202 to a position wherein groove 299 is in alignment with ports 2I I and I9]. The left side of the piston is then exposed to vacuum and the piston moves to the left to rock lever I8! in a counter clockwise direction. The right side of the piston during the movement is open to atmosphere by means of ports 201 and 298, slot "2I2,.and port I88.

Neutral position is obtained by moving the sleeve I98 to the position shown in'Fig.,-15-, wherein port I89 is in communication with port 203 by means of groove 294. Piston I86 will then covered by the piston and atmospheric pressurehas beenadmitted to the opposite side by either port 291 or 2 I0, the one acting as the admission port being dependent on the direction of sleeve movement to reach the intermediate position.

It will be noted that both hollow rod I96. and sleeve I98 are substantially symmetrical in their port construction about their 'center lines and that the operation of the valve control is substantially the same in each of its extreme positions. Slots 2| 2 and 2 I3 are provided which are in communication with ports 208 and 2 I4 whereby these ports are in communication with cylinder ports I88 and I9I for a considerable movement of sleeve I98 to either side of the center position illustrated in Fig. 15 and which arrangement is made necessary because of the lost motion connection between sleeve I98 and its controlling. rod

Engagement of the reverse gear is obtained by movement 'of rod 22I to which is secured'rock lever 222 pivotally mounted on the transmission case at 223 and carrying at its lower end shift fork 224 engaging groove 225 in reverse gear I2I. Shifter rod 22I is engaged by the ball end of lever 221 pivotally mounted on the transmission caseat 223 and having its opposite end pivotally connected at 229 to piston rod23I. A piston 232 is secured to rod 23I and adapted to be moved to the right or left, as the case may be, by vacuum that is selectively applied to opposite sides of the piston by ports 233 and 234 formed in cylinder 236. The reverse gear is shown in its disengaged position in which piston 232 has'been moved toward the left, by the control position shown in Fig. 17, whereby vacuum is transmitted from pipe 236 to the chamber 239 and to the left side of piston 232 by port 2M and port 242 formed in slide valve 263, atmospheric air being admitted to the right side by port 233 and slot 256.

If it is desired to engage the reverse gear, valve 263 is moved toward the right until port 266 aligns with ports 261 and 233 in which position the vacuum from chamber 239 is transmitted to the right of piston 232 and atmospheric pressure may enter to the left of the piston by means of reduced portion 268 which is then aligned with port 234. In the reverse gear position lever 221 will assume anangular position corresponding to the broken line shown in Fig. 15 and rod 22I will be moved toward the left to engage reverse gear I2I with idler gear I22.

While certain preferred embodiments of the invention have been illustrated and described, it is understood that this showing and description are illustrative only and that the invention is not regarded as limited to the form shown and described, or otherwise, except by the terms of the following claims.

What is claimed is:

1. An automatic variable speed transmission mechanism comprising a driving shaft, a driven shaft, a friction clutch for connecting the shafts in a high gear ratio, means for conriectingthe shafts in a low gear ratio, means for connecting the shafts in an intermediate gear ratio, torque responsive means 'on the low and intermediate connecting means for disengaging the clutch when either is operative, said low and intermediate connecting means each having an overrunning clutch included therein, and means operated by the low speed connecting means for controlling the intermediate overrunning clutch.

overrunningclut'ches being positively. held in a' disengaged position upon an increase in load reaction of the connecting means including the other overrunning clutch.

3. An automatic variable speed transmission mechanism comprising a driving shaft, a driven shaft, a clutch for connecting the shafts, in a high gear ratio, meansfor connecting the shafts in a lowgear ratio,means for connecting-the shafts inan intermediate gear ratio, torque responsive means on the low and intermediate connecting means for disengaging the clutch when Y either is operative, said low and intermediate' connecting means each having an overunning clutch included therein, and torque responsive means operated by the low gear connecting means for positively controlling the intermediate overrunning clutch upon an increase in load reaction on the low gear connecting means.

4. An automatic variable speed transmission mechanism comprising adriving shaft, a driven shaft, a clutch for connecting the shafts in'a do. Y

high gear ratio, means for connecting the shafts in a-low gear ratio, means for connecting the shafts in an intermediate gear ratio, torque responsive means on the low and intermediate connecting means for disengaging the clutch when either is operative, said low and intermediate connecting means each having an overrunningclutch. included therein, and said intermediate connecting means having its overrunning clutch held in a disengaged position upon anincrease in the load reaction on the low gear connecting means and moved towardan engaging position by means responsive'to the driven shaft speed. 5. An automatic variable speed transmission mechanism comprising a driving shaft, a driven shaft, a clutch for connecting the shafts in a high gear ratio, me'ans for connecting the shafts -in a low gear ratio, means for connecting the shafts in an intermediate gear ratio, means on the low and intermediate connecting means for disengaging the clutch when either is operative,

said low and intermediate connecting means each having an overrunning clutch included therein,

and said intermediate connecting means clutch including rollers movable by a member coacting with both the low gear connecting means and the high gear clutch to hold the rollers in an, inoperative position when the low gear connecting means is engaged and to move them toward the operative position when the high gear clutch is engaged. I

6. An automatic variable speed transmission comprising a driving shaft, a driven shaft, a friction clutch for connecting the shafts having centrifugal weights for engaging the clutch, a plurality of gear trains for connecting the shafts around the clutch, each of said gear trains having load responsive means adapted to engage the weights .and control the clutch, and means whereby only one gear train at a time is operative to drivably connect the shafts.

comprising a driving shaft, a driven shaft, a friction clutch for connecting the shafts having centrifugal weights for engaging the clutch, a plurality of gear trains for connecting the shafts around the clutch, each of said gear trains having load responsive means adaptedto engage the weights and control the clutch, means whereby only one gear train at a time is operative to drivably connect the shafts, and the load responsive means of each of said gear trains including a threaded member reacting with a movable member to dis-. engage the clutch when the gear train is drivably connecting the shafts. 1

8. An automatic variable speed transmission,

comprising a driving'shaft, a driven shaft, afriction clutch for connecting the shafts having centrifugal weights for engaging the'clutch, a

plurality of gear trains for connecting the shafts around the clutch, means whereby only on gear' train at a time is operative todrivably connect the shafts, and said gear trains each including an over-running clutch having a threadedhub around the clutch, each of said gear trains having load responsive meansadapted to engage the weights and control the clutch, means whereby only one gear train at a time is operative to drivably connect the shafts, and said load responsive means including a plurality of sleeves concentric with said shafts, each sleeve cooperative with a gear train and axially movable in accordance with load on the gear train, each of said sleeves being arranged to disengage the clutch at'a predetermined load. a 1

10. An automatic variable speed transmission comprising a driving shaft,"a driven shaft, a propeller shaft, high speed forward driving means including a load responsive clutch for connecting the driving and driven shafts, lower speed forward driving means for connecting the driving and driven shafts including an overrunning clutch, a second lower speed-forward driving .means for positively connecting 'the propeller shaft anddriving shaft around the driven shaft including a member adapted to directly connect the propeller shaft to'the driven shaft when the positive drive is inoperative and to disconnect the same when the propeller shaft is positively connected through'the second lower speed means.

11-. An automatic. variable speed transmission comprising a driving shaft, a driven shaft, a propeller shaft,'high speed forward driving means including a load responsive clutch for connecting the driving and driven shafts, lower speedfor ward driving means for connecting the driving shaft speeds prior to engagement.

- 12. An automatic variable speed transmission including a driving shaft, a driven shaft, a clutch for connecting the shafts in high gear interme diate gear connecting means, low gear connectpeller shaft to the gear or the driven shaft, and means for synchronizing the gear andpropeller 1y engaging either of said drives, and a selective ing means, an overrunning clutch having rollers in each of the last named gear connecting means, a sleeve on the driven shaft axially movable thereon by load reaction of the low speed gear, a second sleeve axially movable on the first, a cage for the intermediate gear clutch rollers having a threaded connection with the second sleeve, and means on the first sleeve arranged to move the second sleeve and rotate the cageto disengage the intermediate gear roller clutch when the low gear is operatively connecting the shafts.

13. An automatic variable speed transmission including a driving shaft, a driven shaft, a clutch for connecting the shafts in high gear, intermediate gear connecting means, low gear connecting means, an overrunning clutch having rollers in each of the last named gear connecting means, a; sleeve on the driven shaft axially movable thereon by load reaction of the low speed gear, a second sleeve axially movable on the first, a cage for the intermediate gearclutch rollers having a threaded connection with the second sleeve, meanson the first sleeve arranged to move the second sleeve and rotate the cage to disengage the intermediate gear roller clutch when the low gear is operatively connecting the shafts, and means for preventing rotation of the cage toward an engaging position until the driven shaft has slightly overrun the cage.

14. An automatic variable speed transmission mechanism comprising a driving 'shaft, a driven shaft, a clutch for connecting the shafts in a high gear ratio, means for connectingthe shafts in a low-gear ratio, means for connecting the shafts in an intermediate gear ratio, means on the low and intermediate connecting means for disengaging the clutch when either is operative, said low and intermediate connecting means each having an overrunning clutch included therein,

and manually controlled vacuum actuated means for disengaging of the clutch.

15. An automatic variable speed transmission mechanism for an engine driven vehicle having a throttle control for the engine comprising a driving shaft, a driven shaft, a load controlled centrifugally actuated friction clutch for connecting the shafts, a plurality of reduced ratio gear trains for connecting the shafts, each gear train including an overrunning clutch one of which is controlled by the operation of the other gear train, and means for decreasing the load capacity of the clutch after the throttle is fully opened and increasing the capacity when the throttle is moved toward a closed position.

16. An automatic variable speed transmission for a vehicle comprising a multispeed forward drive selectively responsive to load resistance of the vehicle, said multispeed drive including an overrunning clutch, a positive fixed ratio'forward drive, and fluid pressure actuated means foren v gaging the fixed ratio drive at the will of the operator. I

17. An automatic variable speed transmission for a vehicle comprising a multispeed forward drive selectively responsive to load resistance of he vehicle, said multispeedfdrive including an overrunning clutch, a positive fixed ratio forward drive, fluid pressure actuated means for selectivecontrol valve for the pressure actuated means adapted to control a fiow of pressure to the same 'to change the drive back and forth from automatic to positive drive or to move either drive to a neutral position at which the vehicle is disconnected from the power source.

18. A variable speed transmission comprising a plurality of variable speed drives, a. shifter rod therefor adapted to assume three positions corresponding to two operative positions with an intermediate third position, a pressure operated piston operatively connected to the shifter rod, .a-cylinder enclosing the piston having three ports, means for producing a pressure differential on opposite sides of the piston, and a longitudinally slidable valve adapted to close any one port and 10 positively open two other ports in a manner to move the piston to either end of the cylinder or to stop at an intermediate position at the will of the operator.

19. A variable speed transmission comprising a plurality of variable speed drives, ashifter rod therefor adapted to assume three positions corresponding to two operative positions with an intermediate third position, a pressure operated piston operatively connected to the shifterrod, a cylinder enclosing the piston having three ports, means for producing a pressure differential on opposite sides of the piston, and a valve adapted to close any one, port and open one other port in a manner to move the piston to either end of the cylinder or to stop at an intermediate position at the will of the operator, said valve including a hollow shaft having an atmospheric opening and ports adapted to align with certain cylinder ports, a sleeve surrounding the shaft and movable therewith after a predetermined shaft movement, said sleeve having grooves thereon adapted to connect another cylinder port to a source of pressure having a value different from atmospheric pressure.

20. An automatic variable speed transmission comprising a driving shaft, a driven shaft, means for connecting the shafts in any one of a plurality of driving ratios, means for automatically actuating the connecting means, and means including interlocking relatively movable shoulders for preventing the engagement of one of said driving ratios until the speed of the driving shaftghas been changed to a speed substantially corresponding to the normal driving shaft speed requirement for that particular driving ratio.

21. An automatic variable speed transmission comprising a driving shaft, a driven shaft, means for connecting the shafts in any one of'a plurality of driving ratios, means for automatically actuating the connecting means, one of said connecting means having an overrunning clutch, and means for controllingthe operation of said clutch includof said connecting means, a movable cage member operatively connected to the driving shaft for moving the clutch rollers to an inoperative position when another of said driving ratios is operative, and a shoulder on the cage cooperative y with a shoulder on a device connected to the driven shaft forv preventing movement of the cage 7 K and restraining the rollers from assuming a driving position until the driving shaft speed has been reduced to a less speed than the driven shaft. 23. An automatic variable speed transmission comprising a driving shaft, a driven shaft, means for connecting the shafts in at least three driving ratios, means for automatically selecting the driving ratio in accordance with driven shaft requirements, an overrunning'roller clutch in'one of said connecting means, a cage member for moving the clutch rollers to an inoperative posi tion, said cage member having helical teeth thereon, a member axially movable of the shafts having similar teeth cooperating with the cage teeth to move the rollers to an inoperative position, and the teeth of one member having reduced portions forming shoulders adapted to engage the teeth faces of the mating member to prevent rotation of-the cage until one of the members has slightly running positions for connecting the shafts around the clutch,- and means rotated bythe: driving shaft adapted to simultaneously actuate both the roller clutch and the friction clutch.

26. In an automatic variable speed transmission mechanism a driving shaft, a driven shaft,

a friction clutch for connecting the shafts, gear means for connecting the shafts around the clutch, said gear means including a clutch having two opposite overrunning positions, centrifugal weights carried by said clutch arranged to simultaneously :engage' the friction clutch and-move the other clutch to one overrunning position in the outward positionof the weights, and to simultaneously disengage the friction clutch and move the other clutch to the opposite overrunning position in the inward position of the weights.

27. In -an automatic variable speed. transmission mechanism, a driving shaft, a driven shaft, devices for connecting the shafts in at least three speed ratios, the highest of which includes a friction clutch and another of which includes an over'running clutch, and automatic means including a member movable in response to load on the lowest speed ratio device arranged to disengage both the friction and overrunningclutches. to render the two higher speeds inoperative when the transmission is operated from an initial atrest position;

' 28. Inv an automatic variable speed transmission" mechanism, a driving shaft, a driven shaft, a single friction clutch, gear trains for connecting the shafts around the clutch in a plurality of gear ratios-, said gear trains having'rneans associated therewith for operatively selecting one of said gear trains in accordance with the load on the driven shaft, means for rendering said gear trains inoperative when the clutch is engaged, anda single means actuated by either of said gear trains and cooperative with the friction clutch to disengage the same when either gear train is operative.

29. In an automatic speed mechanism, a driving shaft, a driven shaft, a high speed driving mechanism, an intermediate speed driving mechanism, a low speed driving mechanism, and a synchronizing device having relatively rotatable and axially movablecoacting toothed members 'a driving shaft, a driven shaft, means for connecting the shafts in a high speed ratio, a gear train for connecting the shafts in an intermediate speed ratio lncluding a gear having an overrunning clutch, means for connecting the shafts in a low speed ratio, and synchronizing means controlled by relati'veangularposition of the 15 gear and driven shaft for preventing operative engagement of theintermediate gear train overrunning clutch until the driven shaft has slightly overrun the driving gear.

31. In a variable speed automatic transmission, 20 a driving shaft, a driven shaft, means for connecting the shafts in a high speed ratio, a gear train for connecting the shafts in an intermediate speed ratio including a gear having an overrunning clutch, means for connecting the shafts in a low speed ratio, and synchronizing means controlled by relative angular position of the gear and ,driven shaft for preventing operative engagement of the intermediate gear train overrunning clutch until the driven shaft has slightly overrun the gear, said engagement preventing means being cooperative with the overrunning clutch to hold it in a disengaged position until after the overrunning movement of thedriving shaft.

32. In an automatic variable speed transmission, a driving shaft, a drivenshaft, means for connecting the shafts in at least three speed ratios, and synchronizing means having relatively rotatable and axiallymovable coacting 4o toothed members operatively connected with the driven shaft and the intermediate speed driving mechanismrespectively and arranged to abut in one position and to mesh in another position controlled by relative movement of the connectmg means and the driven shaft for positively locking one of said speed ratio connecting-means against engagement'until the driven shaft has advanced slightly with respect to the connecting means. v 33. In an automatic variable speed transmission, a driving shaft, a driven shaft, means for connecting the shafts in at least three speed ratios, and synchronizing means controlled by relative movement of the shafts for locking one 5 of said speed ratio connecting means against engagement until the driven shaft has advanced slightly with respect to the driving shaft, said synchronizing means including coacting relative- 1y movable toothed members operatively .connected with the driving and driven. shafts respectively and arranged to abut in one position and to mesh in another position, means operated by one of said members for disengaging one .of the speed ratio connecting means, and means operated by the other member in response to load on another of said ratio connecting means for I disengaging the remaining speed ratio connecting-means. 34. In a variable speed automatic, transmission, "9. driving'shaft, a driven. shaft, a clutch for connecting the shafts, centrifugal weights for. controlling the clutch, a gear train for connecting the shafts in an intermediate speed ratio including an overrunning clutch, means for conace-gate necting the shafts in a low speed ratio, a member operated by the weights to engage the intermediate gear clutch, and means for preventing engagement of the intermediate gear clutch until the driven shaft has slightly overrun the driving snait.

35. In an automatic transmission for a vehicle having an engine and a manual control therefor, a driving shaft, a driven shaft, means including a friction clutch for connecting the shafts in a high gear ratio, centrifugal weights for controlling the friction clutch, means including an overrunning clutch for connecting the shafts in a lower gear ratio when the friction clutch is dis engaged, and shiftable means operatively connected with the manual control and engaging the exterior of the weights for positively depressing the weights to control-the friction clutch and connect the shafts in the low speed ratio through the overrunning clutch at the will of the operator.

36. In an automatic transmission for a vehicle having an engine and a throttle control therefor, a driving shaft, a driven shaft, means including a friction clutch for connecting the shafts in a high gear ratio, centrifugal weights for controlling the friction clutch, means including an overrunning clutch for connecting the shafts in "a lower speed ratio when the friction clutch is disengaged, and means interconnected with the throttle control for positively depressing the weights at a predetermined position of said throttle to control the friction clutch and connect the shafts in the lower speed ratio at the will of the operator.

3'7. In an automatic'transmission for a vehicle having an engine and a throttle control therefor, I

a driving shaft, a driven shaft, means including a friction clutch for connectingthe shafts in a high gear ratio, centrifugal weights forgcontrolling the friction clutch, means including an overrunning clutch for connecting the shafts in a 5 lower speed ratio when the friction clutch is disengaged, and means interconnected with the throttle control' for positively depressing the weights at a predetermined position of said throttle to control the friction clutch and connect the 10 shafts in the lower speed ratio when the throttle is moved to substantially the wide open position. 38. In an automaticvariable speed transmis= sion mechanism, a driving shaft, a driven shaft, a high speed driving mechanism, an intermedi- 15 ate speed driving mechanism having a clutch, a low speed driving mechanism, a synchronizing device operatively connected with the clutch to, engage and disengage the same, said, device having relatively rotatable and axially movable coacting toothed members operatively connected with the driving and driven shafts respectively, one of said toothed members having its teeth formed with shoulders adapted to overlap the ends of the teeth of the other member in one rela- 25 tive rotatable position, said shoulders being so arranged as to lock the members against relative axial movement when the member connected with the driving shaft is in driving contact with the other member, and to clear the teeth of the other 39 member when in a non-abutting position, one of said toothed members being arranged to engage the clutch upon axial movement thereof, and means to move the member to a clutch engaging position.

ROMEO M. NARDONE. 

